Electrical railway system



(No Model.) 4 Sheets-Sheet 1. E. E. RIBS.

ELEGTRIGAL RAIL WAY SYSTEM.

N0. 409,237 Patented Aug. 20, 1889.

IWVEJVTOR, I Z 6 0 8 E J? a as,

Attorney N: PETE'RS, Phmoiilhogmphnr, Washingtnn. D. C.

4 Sheets-Sheet 2.

EL 3. RIBS. ELEOTRIGAL RAILWAY SYSTEM.

Patented Aug. 20, 1889.

IJVV'ENTOR .2722 a a 102 z a 5 37 W5- 1 Attorney (No Model.}'

ZZZ

(No Model.) 4 Sheets-Sheet 3.

E. E. RIBS. ELECTRICAL RAILWAY SYSTEM.

No. 409,237. Patented Aug. 20, 1889,

rams 17. Jae w Nv PETERS Pmwulho m nur. Washingtuvm D. C.

(No Model.) 4 Sheets-Sheet 4..

. E. E. RIBS. ELECTRICAL RAILWAY SYSTEM.

No. 409,237. Patented Aug. 20, 1889.

UNITED STATES PATENT OFFICE.

ELIAS E. RIES, OE BALTIMORE, MARYLAND, ASSIGNOR, BY DIRECT AND MESNE ASSIGNMENTS, TO RIES & HENDERSON, OE SAME PLACE.

ELECTRiCAb-RAI LWAY SYSTEM.

SPECIFICATION forming part of Letters Application filed January 9, 1886.

To all whom it may concern.-

Be it known that I, ELIAS E. RIES, a citizen of the United States, residing at Baltimore, in the State of Maryland, have invented certain new and useful Improvements in Electrical- Railway Systems; and I do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to the letters and figures of reference marked thereon, which form a part of this specification.

Myinvention relates to electric-railway systems of that class in which either the trackrails or extra conducti rig-rails convey the electric current from stationary generators to wheels, brushes, wipers, or other electrical collectors in frictional contactwith said rails and connected with electric motors mounted upon cars and employed to propel the same upon the track. I

One of the objects of my invention is to provide for storing up electrical power during the running of the cars in such manner that the power so stored may be used for propelling the cars when from any cause the motors on the cars are prevented from receiving the ordinary supply of current through the conducting-rails. For these purposes a secondary battery is used, not only because it furnishes a means of guarding against the accidental interruption of the main current and propelling the cars under such circumstances, but also permitting the cars to travel without additional or exterior power upon extensions, sidings, or branches of the main road not supplied with electrical conducting-rails, as hereinafter more fully described.

Thechief circumstances under which the meters on the cars will be deprived of their supply of electrical current through the conducting-rails are as follows: first, when certain sections or portions of the conductingrails are submerged by freshets or overflows as, for instance,iu low-lying districts or when the conducting-rails are arranged in conduits in which water accumulates from rains, melting snow, defective drainage, or extraordinarily high tides through sewers connected atent No. 409,237, dated August 20, 1889.

Serial No. 188,082. (No model.)

with the conduits. In either of these cases arrangement should be made whereby the submerged portions of the conducting-rails should be cut out of circuit and the circuit completed around them, as fully described and illustrated in Patent No. 352,265, dated November 9, 1886, for improvement in electrical railways. Such cut-out sections being temporarily incapable of contributing electrical motive power to the meters on the cars, the application of my present invention, as hereinafter described, becomes highly desirable.

\Yl1en the cars of electrical railways are intended to run occasionally and temporarily upon branch roads, sidings, or extensions which are not provided with conducting-rails, it is desirable that the cars be provided with an independent motive power by which they may be propelled upon such branches, sidings, or extensions, and by my invention this necessary independent motive power is supplied.

It frequently occurs that accidental interruptions in the supply of current from the generating-station may result from accident to or temporary failure of the generatingdynamo, and to guard against. this danger or failure of the current from any cause and suspension of traffic which would result it is usually customary and necessary .to have a duplicate or reserve set of generating-machines for use in such emergencies. This will not be necessary in the use of my system, as suliicient current is stored at all times to insure the operation of the motor for a considerable length of time after the main current is interrupted.

My invention is especially useful in insuring a constant and reliable supply of current for operating the electric brakes of the cars. It is well understood that when electric brakes are operated by means of a current derived from the track or other conductingrails, when removable contactor current collecting devices are used for furnishing current to the meters on the cars, the brake devices are powerless to act when the current to the meters is interrupted, and it is just under such circumstances that the brake ICQ power is most ot'ten neededsuch, for instance, as would be the case in suspending the operation of the motor on a (.lowngrade. 'W'ith the accumulators arranged as in my present invention such a contingencycannot occur, and the brakes can be applied (preterably in the manner shown in my application, No. 181,808, pending herewith) atany moment, whether the car is running or stop ping, from an independent and local source of current and without employing the main propelling or track current.

My invention consists, mainly, in providing the cars with secoinlary or accumulating batteries and suitable devices whereby a certain. proportion of the current furnished by the conducting-ratls is caused to charge said secondary or accumulating batteries, and whereby the current from said batteries may at the proper times be utilized for o 'ierating the motors or for the several other purposes htn-einbelfore indicated.

The invention will be fully understood from the following particular descri 'ition, in connection with the accompanying drawings, in which Figure 1 is a vertical longitatdinal section on the line :2 a, Fig. 2, through a portion of a conduit .inclosing an elcctrical-railway con.- ducting-rail, a portion ot' which traverses a de 'n'essed or low-lying portion ol' the route, such low-lying or deprt 'sed portion being lia ble to overflow and required at times to be cut out of circuit, and at such times llltfitl'lttble ot' .t'urnishiug current to motors on the cars on the track. Fig. S2 isa horizontal section of the conduitand aside ehamberonthelinew' Jr of Fig. 1. Fig. I is adiagram illustrz'iting the principle of construction in lfiigs. 1 and Fig. 4: is a cross-sectitm ot' the conduit, the road-bed, and the car on the track of an electrical railway using two conducting-rails in the conduit. Fig. 5 is a combined horizontal. section and plan view ot a car on the track. and provided with a motor, secondary or aceumulating batteries, and devices for et't'ecting the charging ol said batteries and con.- necting the same with the motor, as required. Fig. (l is a vertical sectional. view of a portion ot? an electrical railway and car upon the same, illustrating an extension of the road beyond the point at which the conductingrail terminates. Fig. '7 is an enlz'n'ged diagram illustrating the switching devices and circuits employed in charging and applying the secondary or accumulating batteries when used upon a car, as shown in l 'ig. 5. Fig. 8 is another diagram ol the devices For charging and z'lp 'il ving the secondary batteries on the cars.

In l igs. 1, 2, and 2' l: have simply intended to show a construction of a portion of an electrical railway in. which the motive power is ort'linarily supplied to the motors or the cars through the medium ol. condnoting-rails, sections or portions of which rails may at times, owing to overflows or frcshets, be rem dered. inca iable ot supplying the necessary current, andv at which times an independent;- motive power desirable, as supplied by my present invention. In these three tigures the letter a. indicates the side walls ol. a (ronduit supposed to be arranged longitudimtlly between the surface track-rails ol' an leetrical railway. The conduit is covered at the top by ci'irb-plates l) b, resting upon the conduitwalls andha-ving their inner edges separated, as at r, by a space or slot, through whichv the wipers or collectors from the cars on the railway extend into the conduit and come in contact with the conduetin -rail (l, which is mounted upon a non-ctnnlucting foundation c at thebottom ot the conduit. As shown in Fig. 1, a section (Z of thisconductinga'ail between the points 11 and 1 is severed. at each end from the. main portion of the com'lucting-rail and is bridged by an insulated wire, loop, or cable f, the ends ol. which are connected with the main conducting-rail at opposite ends ol' the detached. intermediate section. This bridge or loop is preferably located inside ol the conduit and supported. by pins g, though ol. course the loop may be dil'lerently located. so long as it accomplishes the object; ot. making metallic connection between the portions ol. the main conducting rail at opposite ends of the detaclmd section. This detached section of the comlucting rail traverses a low-lying ldistrict, .in which water is liable to accatmulale in the conduit, submerge the rail, and necessitate the cut t ing out ot the submerged portion, so that some other means will be necessary to r supplying cu rrent on the cars traversing this portion ol' the road. At one side 01: the conduit at its lowest: portion, where the cross-section is taken on the line it, is a side chamber having outer side wall a, inclined. bottom. wall. (1?, and a remov able top plate b. In this side chamber and fastened against one ol' the walls olf the eon duit is a water-tight box. /l, from one wall ol which projects a metallic pin. '1', connected with the wire loop or cable f by a emiductor Ir, a portion of which passes through the wall of the conduit, as shown in dotted lines. From the wall. olf the conduit a metallic pin/ projects within the water tight; box and has pivoted to it a metallic s\\*iti.*h-arm "In, which is normally u-essed against the pin I by a spring n. The pin is eommcted. with the detached section (I of the conducting-rail by means ol. an insulatei'l. conductor 7.", (shown in dotted lines as embedded in the conduit. wall and foundation c ol the eonductinga'ail.) In the wall ol' the \vatcntight box /'1 is astut'ling-box o, through which plays a pin p, the inner end oli' which is arranged opposite the switch-leverm, while itsouter end. is arranged to receive the pressure ol the upper end ol' a bent lever (1, which is pivoted at its elbow to a projecting lug ol' the box 71 and has secured to its lower downwardl v-inclined arm a lloat r. 'lhecomluit isconneettal with side chambtn' by an opening through the lower part of the conduit-wall at 5. Normally the float 1' will rest on the bottom wall of the side chamber or suitable stop, thus allowing the sprin g n to force the switch-lever m into contact wit-lithe metallic pin 2'. By referring to the diagram Fig. 3 it will be seen that thus the detached rail-section d is brought into metallic connection with the main portion of the conducting-rail, and now if a motor on a car were connected with the rail-section d through the medium of a wiper-brush or col lector said motor would receive the direct electrical current which is supplied through the conducting-rail from a stationary generator located at any suitable point on the line of the road, the return-circuit in this case being supposed to be formed by one of the surface or track railsor the earth. If the parts were to remain in this position and the lowlying rail-section (1' should become either wholly or partially submerged by water accumulating in the conduit, it is obvious that the electrical current will be diverted from the conducting-rails to the earth, and the motors on the cars would not receive a sufficient portion of current to operate them at any point of the line of the railway.

By the invention described in my application of even date for improvement in electrical railways provision is made for cutting out of circuit the submerged section of the conducting-rail and for completing the circuit around it between those portions of the conducting-rail which are not submerged, for as soon as the water shall rise sufficiently high in the conduit to come in contact with the conducting-rail, as indicated by the dotted lines Z Z, it will raise the float r, causing the lever q to press inwardly the pin p,which forces the switch-lever at out of contact with the pin '1', thus breaking metallic connection between the rail-section d and the main portion of the conducting-rail, so that the current, instead of being diverted to the earth, will travel from one portion of the main conducting-rail to the other by way of the loop or cable f. \Vhen a low detached section of the conducting-rail is thus cut out of circuit, the cars upon the corresponding portion of the track will of course be deprived of their supply of current from the conducting-rails direct, and must be propelled by some supplementary means, which it is one of the objects of my present invention to supply.

In my present drawings, Fig. 5, I have illus trated a car traveling upon an electrical railway supposed to be provided with two cond ueting-rails located in a conduit, said car being provided with an electrical motor for propelling it under the influence of an electrical current derived from the conducting-rails, and said car being also provided with secondary or accumulating batteries and switching devices for effecting the charging of the same by a portion of the current derived from the conducting-rails, said switching devices being also adapted for applying the current of the secondary or accumulating batteries to the motor for actuating the same to propel the car when the motor is deprived of current from the conducting-rails direct, provision being made also for applying the secondarybattery current to other purposes, hereinbefore referred to.

Fig. 4 maybe regarded as a cross-section of Fig. 5, looking in the direction of the arrow, with the end Wall of the car removed.

The letter 0 indicates the car, in a front compartment of which is located an electrical motor M, the shaft S of which in the present instance is by a driving-chain connect-ed to drive a sprocket-wheel secured to one of the axles of the car provided with the wheels 10 w, and thus propel the car. Any other suitable intermediate connections may be used, however, between the motor-shaft and the canwheels.

The conducting-rails in the conduit are marked with the signs l, (positive,) and (negative,) and in order that the motor may be supplied with current for driving it its brushes 8 and 9 are connected with these conducting-rails by the collectors and other intermediate devices, which will be more conveniently understood by referring to the enlarged diagram Fig. '7, in which most all of the parts shown are identical with the parts shown in Fig. 5. As the parts are shown in this diagram the car is supposed to be driven by the motor while deriving its current from the conducting-rails in the ordinary manner, the secondary batteries in the meantime being charged and made ready for use when required. In contact with the conducting-rails in the conduit are two metallic wheels numbered l and 17, which are carried by metallic arms t t, insulated from each other and pivoted to arms or studs 25 t, projecting downward from the under side of the ear-floor, as shown in Fig. 4, and connected with bolts l6 16 on the upper side of the floor of the car. From the bolt 16 a conductor 2 leads to acoutact-plate 3, and from the bolt 10 a conductor 15 leads to a contact 14. The contact-plate 3 is at present connected by a metallic bar 13 with another contact-plate i, and the contact-' plate 14 is connected by a metallic bar B with another contact-plate 1 3, these bars l3 and B being carried by but insulated from a sliding bar D. The contact-plate l is by aconductor 5 connected with another conductor 6, leading to a support 7, to which is connected one of the brushes 8 of the motor. The other brush 9 is attached to a support 10, from which a conductor 11- leads to another conductor 12, which is connected directly with the contact-plate 13. As the parts now stand it will be seen that in the ordinary running of the car the current will flow from the positive conducting-rail through the several conductors enumerated in order to the brush 8 of the motor and thence through the commutator of the motor, in the usual manner, to the brush 9, and through the other enumer- Lil ated conductors to the negative or return rail, thus establishing the circuit through the mote r to propel the car. At the same time a portion tthe current llows over the conductor 18 to and through the section 19 of the accumulatil'ig-battery, passing thence over a conductor 20 to a metallic spring 2 in contact with a similar spring 24:, from which a conduettnr leads to and through another section 27 ot' the accumulating-battery, passing thence over a conductor 29 to one end ot' apivotcd metallic lever 30, which by a suitable spring is normally held in contact with a metallic plate 231, from which a conductor 3; leads to the comluctor 12. Thus it will be seen that while the car is traveling a portion of the supplied current pas s through both sections oi the accumulating battery and willv charge the same, the two sectionslt) and 27 being, as will. be seen, at such time connected in series with each other through springs Z-Lland other cond u ctors.

This serial. connection will subsist while the two sections of the accumulating-battery are being charged, and farther on it will be seen how the sections are discharged for operating the motor. \Vhen the accumulating lmtteiw has leceived its full charge, it will energize the magnet M, which is in a derived circuit therewith,l' y means ot a backtlow of current, (indicated by the arrows,) causing said magnets to attract the armature 32, thus breaking connection between lever 30 and the contact-plate I31 and il'itermpting the chargingcircuit, the resistance R being so regulated that the main. charging-current passing through. the magnet M will not be sullicient to energize .it,operatc the armature $32, and cut out the batteries; but when the l.)attcry is fully charged the backtlow from it will augment the main-line current so that it will operate the magnet and cut the battery out of the charging-circuit. The batteries, it will be noted, as their charge from the main line increases, increase their resistance also, and thus divcrta greater portion of the main current throl'igh the magnet until the battery is fully charged and the resistance is at the maximum. The main current, al.- though of course stronger than the current returned from the secomlarybattery, will not operate the magnet M until the resistance of the battery is increased; but, on the other hand, the battery is amply su llicient to retain the armature, because it has no op msing current to overcome. The aecu'mulatirig-battery being new lfully charged, we will suppose that the car has arrived at a point where the con ducting rail. or rails are submerged, or from some other-cause do not supply current to the motor, and the seconClary-battery current is to be applied for operating the same. At such time the switch -bar 1) is to be pushed upward in the direction of the arrow No. 2 until its insulatinghead 7 separates the springs 2;) and 2-1, and the bar ll breaks connection between the plates 3 and -.tand establishes it between plates 42 and 4:3, and

the bar 13 breaks connection between the plates 1-! and 14- and. establishes it between and 36, as shown in dotted lines. 'lhe main circuit from the conducting-rails will thus by this action be disconnected from the motor, and the sections of the accumulating battery will. be connected in series with the motor for o 'ierating the same, the current flowing in the reverse direc ti on from said seetions as follows: over the comluetors in ii, brush 8, through the motor, brush !l,eon 'luctors ll 12, (and the switch-lever 30 being attracted by magnet M7,) over conductor ill, plate metal bar 13, plate I30, conductor 37, conductor Bil, through section 2", over conductor 39, plate 4-2, metallic bar 13, plate 4 conductor -;l.-l-, into the opposite ends of sec tion .10 ot' the accumulatirig-battery, whence it started. The current from the accumuhut ing-battcry thus passing through the motor will o] )erate itto propel the car, and when said car has again reached. the portion of the track where the conducting-mils supply the current the switching devices maybe restorml to their original positions, as first deserilmd, and the car will. be propelled. in the regular manner by a current supplied through the conductingaails, a portion ol which current will be applied, as described, |,or recharging the battery.

In the arrangement olf eondl'ultors as above described the resistance at R is to be so regulated that the charging-currcnt will not ener gizc the magnet M sulliciently to cause it to attract; its arn'xature, as before deserilmd.

In the li'oregoing arrangement it has been necessary to change the switches by hand when for any reason .it has become necessary that the accumulators, instead of the cond ucting-rail current, should own-ate the motor. In the organization. shown in 'liig. S, however, I have illustrated an automatic combination of switching devices for ellfectiug the charging and applying of the :LCCllllIlllLiIUF-S which. may be used in place of the arrangement heretofore described. .lhc main. feature ol.- this automatic arrangennmt is the switch composed of the double solenoid having two oppositely-won nd. sc .:tions 15' and 4- or equal power, arranged to operate upon and normally hold in c uilibri um a core h, carrying a bar 1.), having metallic (.u-oss-bars Band ll arranged. to connect eontact-plates ll and 12 11., respectively, and the bar It be ing also arrang :d to at certain times eou nect contact-plates l8 and it! when the bar is drawn downward by the solenoid V. in this arrangement the spring h. holds the bar 1) normally in the position shown, a suitable stop .5 preventing the bar lj'rom being drawn farthm' by the spring. The condimtors i and 15 lead. from the collector-colmections 1n and. 16 on the ear-lloor, the same as in Figs. 5 and 7, the conductor tea-urinating at the plate 23 and 1.5 at the plate .12. As the parts are shown in the drawings, the car is supposed to be running and the current supplied to the motor from the positive conducting-rail. The current passing from this rail over the positive collector and conductor 2 to plate 3 goes thence over cross-bar B, plate at, conductor 5, brush 8, motor M, brush 9, conductor 10,plate l1, cross-bar 13, plate 12, conductor 15, and to the negative conducting-rail. A portion of the current goes also over conductor 14' to the series of accumulators A, thence over conductor 18 to a'pivoted lever 21, over said lever to a contact-plate 22, thence over a conductor 23 to the conductor 10, and on to the negative rail, as before. A stop 3 holds the lever 21 in the position shown against the stress of spring S, so as to complete the charging-circuit. A portion of the current branches from the conductor 1%, passes over the conductor 24, through the solenoid V, over conductors 25 and 20 to the conductor 18, there joining with the charging-cireui t going to the negative conducting-rail, the resistance B being regulated to prevent such an amount of current from flowin g through the solenoid V as will draw down its core. The manner of automatically breaking the charging-circuit will be presently explained.

In the normal condition of affairs, when the core K of the double solenoid holds the bar D and metallic cross-bars l3 and B in position to maintain the contacts, as shown in full lines, the two sections of the double solenoid are traversed by currents of equal power, which act upon the core K and hold it in equilibriumthat is, a portion of the current flows from the conductor 2 over the conductor 37' to an insulated metallic portion 38 of the lever H, which is pivoted at h, and from this metallic portion to a contact-plate 39, thence over a conductor t0, through the lower section 43, and thence over a conductor eat to the conductor 15, and on to the negative conducting-rail. At the same time a portion of the current branches from the conductor 2i and passes over conductor to a metallic contact-plate 31, which is supported by the arc-plate 33', and, passing from this contact-plate to an insulated metallic portion 32 of the lever II, goes thence over conductor 34: through the upper solenoid-section 35, and back over conductors 36 26 to conductor 18, where it joins the return-current on its way to the negative rail.

The resistance is so regulated as to equalize the currents between the two solenoid-sections In this figure the lever lettered II represents the similarly-lettered lever in Figs. 4-, 5, and 6, and is supposed to be the lever by means of which the collectors are brought into and out of contact with the conducting-rails. In the position in which the lever is shown in Fig.8 it will be understood that the said collectors are in contact with the conducting-rails and the car propelled by the main current derived through the said collectors.

As long as the accumulators are not fully charged the resistance of the battery will be less than the resistance R and the main portion of the incoming current will pass'through the battery and charge the same; but when the battery has become fully charged and its resistance so increased as to exceed the resistance R the main portion of the current will be diverted to the solenoid V and cause it to draw downward or inward its core, so as to move the lever 21 out of contact with the plate 22 and break the charging-circuit.

If in the course of operation of the apparatus the charge of the secondary battery falls below its maximum, the current supplied to solenoid V will become sufficiently weak to allow the spring S to draw the core of the solenoid, together with the switch-arm 21, up to its normal position, whereby the secondary battery will be again included in the charging-circuit. If, new, in this condition of alfairs the car reaches aportion of the track where the conducting-rails are submerged or for any other reason fail to furnish the current to the motor, they also fail to furnish it to the lower section of the double solenoid V, and therefore the core of said solenoid will be drawn downward by its upper section, which is in a constantly-closed derived circuit with the accumulators when said accumulators are discharging, as will be readily seen. The core K and the switch-bar D being drawn downward, the cross-bar B breaks connection between the plates 3 4:, an d the bar 3 breaks connection between the plates 11 and 12, while the upper bar B, as shown in dotted lines, connects the plates 48 and 49. The current from the accumulators will therefore be automatically applied to the motor to drive the same and propel the car, said current flowing as follows: overthe conductors 14: and 5 to the brush 8, through the motor to the brush 9,thence over conductors 10 23, plate 22, conductor 50, plate t9, crossbar B, plate a8, conductors 47 and 18, and into the opposite end of the series of accumulators. The car will then be propelled by the current from the accumulators until said car again reaches a point at which the cur rent can be derived from the conducting-rails, when the lower section of the double solenoid will again be energized and counteract the action of the upper section, so that the switch-bars will be restored to the position shown in full lines, the accumulators connected in the charging-circuit, and the car be driven by the main current in the ordinary manner.

If while the car is being driven by the main current and the parts are in position, as shown in full lines, it is desired to stop the car, the lever II, carrying the devices for collecting or taking the current from the conductors, will be raised to the position indicated in dotted lines. The raising of the lever to this position results in simultaneously breaking circuit through both sections of the double solenoid, and the spring S will therefore hold the switch in its normal position. To start the car again. it is only necessary to restore the lever to theposition shown in full lines.

The numerals 5i 52, 53, 5t, and 55 indicate conductors over which a circuit may be completed from the accumulators ior operating electric brakes, for maintaining elcctrio lights, for operating electric signals, ifor applying power to ass'st the main current on ascending grades, or for any other desired purpose for which a steady and reliable current is required. A main or external. working-cireuit having been estal. lished, sub-circuits in multiple are may be derived in any convenient manner.

I have stated that the lever l l' may be util ized as the lever iifor bringing the collectors into or out ot Contact with. the conductingrails, and this will be understood by rei'erring to Figs. -iand 6, in which the collectors are illustrated rather (mnventionali y than practically, but with suiiicient cleariness to show their adjustability and function of male ing elecdjrical connection between the conducting-rails and the devices on the cars.

In Fig. l; the colh ctor-arn1s t t are made of metal and separated. from each other by nonconducting blocks t At. their lower ends they are provided withv metallic frictionwheels 1' t to come in. contact with the con ducting-rails o d. The upper portions of the collector-arms are bent away from each other at right angles, and have their ends pivoted in metallic hangers if I, which are secured to the bottom of the car by the bolts 16 ,l 0. From the upper horizontal portion oif one oi the collector-arms projects obliquely a short arm t", which is by a rod connected with the bent lower end of the lever li', pivoted at 71. liy operating the lever it, which may be pro vided with suitable stops or latching devices in. the well-known manner, the collectors may be raised out oif or lowered into contact with the coliducting-rails.

I have stated that the accumulators are sometimes used to propel the cars upon branches, extensions, or sidings oi railways beyond the points at which the conductingrails terminate. In the sectional. view Fig. 6 I have shown a portion of a railway at Y, where the conducting rails terminate, thelettcr ll) indicating the terminal of one of the conducting-rails, and the letter Y indicating the portion of the railway beyond the same. The end. of. the conduit is at the point X, and oi course the collectors must be raised from the conduit in order that the car may travel upon that portion oi? the track where there is no conduit, and in order that the collectors may be so raised the curb-plates l) of the conduit are provided with doors or ilaps c, (in full lines in Fig. 5 and raised in dotted lines in liig. 6,) which may be raised to permit the collectors to be witlulrawn .irom the conduit and folded under the car, as shown in Fig. (3,

which may be considered as a partial longi tudinal section of l ig. -i.

In Fig. 5 l have shown the ;l(3(:llililllttl(')lsections it) and 27 as arranged under the seats 0 (1 on opposite sides oi. the car. I have not numbered all oi. the coiuluctors in this :iigure, as the placing oi the numbers would tend. to ctmiiusion, and the principle is so thoroughly illustrated in l ig. 7 that the mere meclntnieal arrangement of the various conductors and devices will be easily within the skill of any person i'amiliarwith electriml constructions.

liaving now thus fully described my invention, I wish it to be understood that i do not coniine myself to any oi? the speciiic constructions shown in my drawings, but reserve to myself the right to vary the same in any manner for the better carrying out olf the princi les of theinvention without depart ing from the true spirit and scope thereoi.

\Vhat I claim is 1. In an electrical-railwaysystem, the com bination, with the conductlug-rails and aulo matic switches for cutting sm'tions oi. said comlucting-rails out oi circuit, oi. oneor more cars arranged to :run upon the railway, a motor upon each oi said. cars connected with its wheels for propelling the same, one or more collectors arranged to communicateelectrical current from the ctmducting rails to the motor, secondary or z'iceumulating batteries located on the cars, switching devices and conductors arranged to connect; the collectors with said secondary or accumulat ingbatierirs for charging the same, automatic devices for disconnecting said batteries irom the charging-circuit when i'ully chin-god, and automatic switching devices 'i'or connecting said secondary or accumulating batteries with the motor when the supply of current from the coiidueting-rails is cut oil, essentially as set i'orth.

2. In an electricalv railway, the combination of the main charged circuit formed in part by the condueting-raiis, the car having the motor and secondary batteries mounted thereon and connected with the charged cir cuit in multiple arc, and automatic switch devices ifor cutting out the lntti eries when charged and ii'orreconnectingsaid. bat teries in the charged circuit when wholly or part ly exhausted by leakage or use, substantially as described.

In an electricalv railway, the combination of the main chm-god circuit i'ormml in part by the conducting-rails, the ear having the motor and secondary batteries mounted thereon and connected with the charged. circuit in multiple are, automatic switch devices i'or cutting out the batteries when charged, a working-cir mit containing the batteries and motor, and switching devices ior cutting said motor out oi? the charged circuit and placing it in the working-circuit, substantially as (lOSOilbOil.

4. In an electrical railway, the combination of a main circuit, part of which is formed by the conducting-rails electrically charged from a stationary source of electricity, a motor-car having collectors mounted thereon for connecting the motor with and disconnecting it from the main circuit, with secondary bat tcries arranged upon the car to be charged from a branch of the main circuit, an elec-' trically-operated switch controlled by currents from the main circuit and from the secondary battery for connecting the latter with the motor when the main current fails, a switch connected with the collectors for withdrawing the currents from the electricallyroperated switch when the main circuit is broken, and another electricallyoperated switch for simultaneously disconnecting the motor from the secondary battery, substantially as described.

5. In an electrical railway, the combination of the main circuit, the conducting-rails forming a part thereof, the car, the secondary batteries and motor mounted thereon, a switch, and a double solenoid for operating the same to cut the batteries and motor out of the main circuit upon a failure of current, one coil of said solenoid being in the main circuit and the other in a derived circuit with the secondary batteries, substantially as described.

(3. The combination,with the main charging-circuit, a secondary battery or batteries, and an electromotor interposed therein in multiple arc, of a switch in said circuit arranged to interpose the batteries in the circuit with the motor and to sever the main circuit, and an electro-magnetic device operating upon a failure of current in the main charging-circuit to operate the switch and cause the operations mentioned, substantially as described.

7. The combination, with the main charging-circuit, the motor and a secondary battery or batteries coupled therein, and a switch arranged when operated to break the main circuit and couple the motor and batteries in circuit together, of a double solenoid for controlling said switch, one coil of said solenoid being coupled in the main circuit and the other in a circuit from the secondarybattery,

whereby upon a failure of current in the main charging-circuit the switch will be operated and the operations mentioned will take place, substantially as described.

8. The combination, with the main charging-circuit, the motor and secondary battery or batteries coupled therein, and a switch arranged when operated to break the main circuit and couple the motor and batteries in circuit together, of a double solenoid for controlling said switch, each coil of said solenoid being coupled in an independent circuit, a switch controlling both the solenoid-circuits, so that they may both be manipulated simultaneously, thus preventing the operation of the n'lain-circuit switch.

9. In an electrical railway, the combination, with the main charging-circuit formed in part by the conducting-rails, the motor and secondary battery or batteries coupled therein, and a switch arranged when operated to break the main circuit and interpose the motor and battery in circuit together, of a double solenoid for controlling the said switch, each coil of said solenoid being coupled in an independent circuit, the current-collectors, and switches connected with the current-collectors arranged in both said circuits, so that when the collectors are moved out of contact with the rails the solenoid-circuits will be simultaneously operated and the switch controlled thereby remain undisturbed, substantially as described.

10. The combination, with the main charging-circuit, of the motor and secondary battery or batteries coupled in said circuit in multiple are, automatic switch devices for cutting out the batteries when charged, a working-circuit containing the batteries and motor, and switching devices for cutting said motor out of the charging-circuit and placing it in the working-circuit, substantially as described.

. In testimony whereof I affix my signature, in presence of two witnesses, this 29th day of December, 1885.

ELIAS E. RIES. Witnesses:

L. Runs, J NO. T. MADDOX. 

